Engine compressed air recycling system and method, vehicle and vehicle controller

Abstract

The invention provides an engine compressed air recycling system and method, a vehicle and a vehicle controller, and relates to the technical field of engines. The system comprises an air cylinder, a turbine, an air compressor and an air storage tank. A first exhaust port of the air storage tank is connected to an air inlet of the air cylinder through a first pipeline, and a first electromagnetic valve is arranged on the first pipeline; an exhaust port of the air compressor is connected to an air inlet of the air cylinder through a second pipeline, and a first intercooler and a first butterfly valve are arranged on the second pipeline; an exhaust port of the air cylinder is connected to an air inlet of the air storage tank through a third pipeline, and a first pressure sensor, a second intercooler, an air filter, a second electromagnetic valve and a second pressure sensor are sequentially arranged on the third pipeline; the exhaust port of the air cylinder is further connected to the turbine through a fourth pipeline. According to the system, the gas storage tank is additionally arranged between the gas outlet and the gas inlet of the engine, so that energy of high-pressure gas exhausted by the engine is recycled.

Description

Technical Field

[0001] The present application relates to the field of engine technology, and in particular to an engine compressed air recovery and utilization system, method, vehicle and vehicle controller. Background Art

[0002] During the braking or deceleration process of traditional vehicles, the high-pressure gas generated by the engine exhaust system is usually discharged directly into the atmosphere. This part of the gas is not effectively utilized, resulting in energy waste and environmental pollution.

[0003] In the prior art, part of the exhaust gas discharged by the engine is usually returned to the intake manifold through the exhaust gas recirculation (EGR) system, reintroduced into the engine's intake system, mixed with fresh air and then re-entered into the engine cylinder for combustion. The main purpose of the EGR system is to reduce the amount of nitrogen oxides (NOx) generated by lowering the combustion temperature, thereby reducing harmful emissions in automobile exhaust.

[0004] However, the EGR system cannot fully recover and utilize the energy of the high-pressure gas exhausted by the engine during vehicle braking, resulting in the waste of this energy. Summary of the invention

[0005] The present application provides an engine compressed air recovery system, method, vehicle and vehicle controller for recovering and utilizing the energy of high-pressure gas exhausted by the engine.

[0006] In a first aspect, the present application provides an engine compressed air recovery and utilization system, the system comprising a cylinder, a turbine, a compressor, and an air storage tank;

[0007] The first exhaust port of the gas storage tank is connected to the air inlet of the cylinder through a first pipeline, and a first solenoid valve is provided on the first pipeline;

[0008] The exhaust port of the compressor is connected to the air inlet of the cylinder through a second pipeline, and a first intercooler and a first butterfly valve are arranged on the second pipeline;

[0009] The exhaust port of the cylinder is connected to the air inlet of the air storage tank through a third pipe, and the third pipe is sequentially provided with a first pressure sensor, a second intercooler, an air filter, a second solenoid valve and a second pressure sensor;

[0010] The exhaust port of the cylinder is also connected to the turbine through a fourth pipeline, and a second butterfly valve and a third pressure sensor are sequentially arranged on the fourth pipeline.

[0011] In a possible design, a temperature sensor located between the second intercooler and the air filter is further provided on the third pipe.

[0012] In a possible design, a connection port is provided on the first pipeline, and the connection port is used to be connected to a high-pressure gas using device of the vehicle.

[0013] In a possible design, a third solenoid valve is provided at the second exhaust port of the gas storage tank for releasing the gas in the gas storage tank.

[0014] In a possible design, a fourth pressure sensor is further provided on the second pipeline.

[0015] In a possible design, a fifth pressure sensor is further arranged between the temperature sensor and the air filter.

[0016] In a second aspect, the present application provides an engine compressed air recovery and utilization method, which is applied to an engine compressed air recovery and utilization system of the first aspect of the invention, and the method comprises:

[0017] obtaining a third pressure monitored by a third pressure sensor;

[0018] If the third pressure is greater than or equal to the first pressure threshold, the second butterfly valve is partially closed, and the first pressure monitored by the first pressure sensor and the second pressure monitored by the second pressure sensor are obtained;

[0019] If a first pressure difference of the first pressure minus the second pressure is greater than or equal to a second pressure threshold, the second solenoid valve is opened to control the gas discharged from the cylinder to be stored in the gas storage tank;

[0020] Obtain the engine fuel injection amount and the current engine smoke limit;

[0021] If the difference between the engine fuel injection amount and the current smoke limit value of the engine is less than or equal to the preset threshold, the first butterfly valve is partially closed and the first solenoid valve is opened to allow the gas in the gas tank to enter the cylinder.

[0022] In a possible design, a temperature sensor located between the second intercooler and the air filter is further provided on the third pipeline; if a first pressure difference obtained by subtracting the second pressure from the first pressure is greater than or equal to a second pressure threshold, the second solenoid valve is opened, including:

[0023] Obtain the gas temperature monitored by the temperature sensor;

[0024] If the first pressure difference is greater than or equal to the second pressure threshold, and the gas temperature is less than or equal to the temperature threshold, the second solenoid valve is opened.

[0025] In one possible design, the method further includes:

[0026] If the first pressure difference is less than the second pressure threshold, and / or the gas temperature is greater than the temperature threshold, the second solenoid valve is closed.

[0027] In a possible design, a fifth pressure sensor is further provided between the temperature sensor and the air filter, and the method further includes:

[0028] acquiring a fifth pressure monitored by a fifth pressure sensor, and calculating a second pressure difference between the fifth pressure and the second pressure;

[0029] The use status and / or service life of the air filter is determined based on the second pressure difference.

[0030] In a possible design, a third solenoid valve is provided at the second exhaust port of the gas storage tank for releasing the gas in the gas storage tank, and the method further includes:

[0031] If the second pressure is greater than or equal to the third pressure threshold, the third solenoid valve is controlled to open to release the gas in the gas storage tank, until the second pressure is less than the third pressure threshold, the third solenoid valve is controlled to close.

[0032] In a possible design, a fourth pressure sensor is further provided on the second pipeline, and the method further includes:

[0033] obtaining a fourth pressure monitored by a fourth pressure sensor;

[0034] If a third pressure difference obtained by subtracting the first pressure from the fourth pressure is less than a fourth pressure threshold, the second butterfly valve is partially opened.

[0035] In a third aspect, the present application provides a vehicle, comprising an engine compressed air recovery and utilization system according to the invention content of the first aspect.

[0036] In a fourth aspect, the present application provides a vehicle controller, comprising: a processor, and a memory communicatively connected to the processor;

[0037] Memory stores computer-executable instructions;

[0038] The processor executes the computer-executable instructions stored in the memory to implement a method for recycling engine compressed air according to the second aspect of the invention.

[0039] The present application provides an engine compressed air recovery and utilization system, method, vehicle and vehicle controller, the method comprising: obtaining a third pressure monitored by a third pressure sensor; if the third pressure is greater than or equal to a first pressure threshold, partially closing the second butterfly valve, and obtaining a first pressure monitored by the first pressure sensor and a second pressure monitored by the second pressure sensor; if a first pressure difference between the first pressure and the second pressure is greater than or equal to a second pressure threshold, opening the second solenoid valve to control the gas discharged from the cylinder to be stored in an air storage tank; obtaining the engine fuel injection amount and the current engine smoke limit; if the difference between the engine fuel injection amount and the current engine smoke limit is less than or equal to a preset threshold, partially closing the first butterfly valve, and opening the first solenoid valve to allow the gas in the air storage tank to enter the cylinder. The following technical effects are achieved: a third pipe for recovering gas is added at the junction of the exhaust manifold and the exhaust main pipe of the engine exhaust system, the other end of the third pipe is connected to the gas storage tank, and the gas storage tank is connected to the air intake of the engine cylinder through the first pipe. Then, the vehicle controller controls the opening and closing states of each solenoid valve and the butterfly valve according to the data sent by each sensor. When the preset conditions are met, the high-pressure gas discharged by the engine is recovered and stored in the gas storage tank, and when the difference between the actual fuel injection amount of the engine and the fuel injection amount under the current smoke limit of the engine is less than or equal to the preset threshold, the high-pressure gas in the gas storage tank is used to supply gas to the engine cylinder, thereby fully recovering and utilizing the energy of the high-pressure gas discharged by the engine; by connecting the gas storage tank with the high-pressure gas using device of the vehicle, the high-pressure gas in the gas storage tank can be provided to the high-pressure gas using device of the vehicle in addition to being provided to the cylinder of the engine, thereby further improving the performance and energy utilization efficiency of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0041] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0042] Figure 1 Schematic diagram of the structure of the engine compressed air recovery system provided in the embodiment of the present application Figure 1 ;

[0043] Figure 2 Schematic diagram of the structure of the engine compressed air recovery system provided in the embodiment of the present application Figure 2;

[0044] Figure 3 A schematic diagram of a method for recycling compressed air from an engine provided in an embodiment of the present application Figure 1 ;

[0045] Figure 4 A schematic diagram of a method for recycling compressed air from an engine provided in an embodiment of the present application Figure 2 ;

[0046] Figure 5 A schematic diagram of the structure of a vehicle controller provided in an embodiment of the present application.

[0047] Reference numerals:

[0048] 100-engine compressed air recovery system; 110-cylinder; 120-turbine; 130-compressor; 140-air storage tank; 141-third solenoid valve; 150-first pipeline; 151-first solenoid valve; 152-vehicle high-pressure gas use equipment; 160-second pipeline; 161-first intercooler; 162-first butterfly valve; 163-fourth pressure sensor; 170-third pipeline; 171-first pressure sensor; 172-second intercooler; 173-air filter; 174-second solenoid valve; 175-second pressure sensor; 176-temperature sensor; 177-fifth pressure sensor; 180-fourth pipeline; 181-second butterfly valve; 182-third pressure sensor;

[0049] 510 - processor; 520 - memory; 530 - communication component; 540 - bus. DETAILED DESCRIPTION

[0050] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0051] In the embodiments of the present application, words such as "first" and "second" are used to distinguish between identical or similar items with substantially the same functions and effects. Those skilled in the art will appreciate that words such as "first" and "second" do not limit the quantity and execution order, and words such as "first" and "second" do not necessarily limit the difference. It should be noted that in the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplary" or "for example" in the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way. In the embodiments of the present application, "at least one" refers to one or more, and "more" refers to two or more.

[0052] It should be noted that the "at..." in the embodiments of the present application can be the instant when a certain situation occurs, or can be a period of time after a certain situation occurs, and the embodiments of the present application do not specifically limit this. In addition, the engine compressed air recovery and utilization system and method provided in the embodiments of the present application are only used as examples, and the engine compressed air recovery and utilization system and method can also include more or less content.

[0053] In order to clearly describe the technical solutions of the embodiments of the present application, some terms and technologies involved in the embodiments of the present application are briefly introduced below:

[0054] Turbocharger: It mainly consists of two parts: turbine and compressor, which are connected by a shaft. The turbocharger uses the exhaust gas energy from the engine to drive the turbine to rotate, and then drives the compressor impeller coaxially connected to it to rotate. This increases the air density and oxygen volume entering the engine cylinder, and improves the engine's output power and efficiency.

[0055] In traditional vehicles, when the vehicle brakes or decelerates, the high-pressure gas generated in the engine exhaust system is usually discharged directly into the atmosphere. This part of the gas is not effectively utilized, resulting in energy waste and possible environmental pollution.

[0056] In the prior art, in order to reduce harmful emissions such as nitrogen oxides (NOx), an EGR system is usually used to reintroduce part of the exhaust gas discharged from the engine into the engine's intake system. That is, the system can return part of the exhaust gas to the intake manifold, mix it with fresh air, and then enter the engine cylinder again for combustion. The purpose of this is to reduce the combustion temperature and thus reduce the generation of NOx.

[0057] However, although the EGR system effectively reduces the generation of nitrogen oxides and improves fuel efficiency by lowering the combustion temperature, its core purpose is not to directly recover the exhaust energy during braking, so it has limitations in energy recovery and cannot fully solve the problem of energy waste caused by direct emission of high-pressure gas from the engine.

[0058] Based on this, the embodiments of the present application propose an engine compressed air recovery and utilization system, method, vehicle and vehicle controller, which can be used in the field of engine technology, aiming to solve the above technical problems of the prior art and to recover and utilize the energy of the high-pressure gas discharged by the engine.

[0059] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0060] Figure 1 Schematic diagram of the structure of the engine compressed air recovery system provided in the embodiment of the present application Figure 1 ,like Figure 1 As shown, the engine compressed air recovery and utilization system 100 includes: six cylinders 110, a turbine 120, a compressor 130, and an air storage tank 140. Among them, the six cylinders 110 are only examples, and the engine compressed air recovery and utilization system 100 may also include other numbers of cylinders 110, which are not specifically limited here. The air storage tank 140 can be a high-pressure gas cylinder for storing high-pressure gas recovered from the exhaust pipe of the engine. In addition, the engine compressed air recovery and utilization system 100 is intelligently controlled by a vehicle controller, and the vehicle controller can specifically be a power control unit (Power Control Unit, PCU) of the vehicle, or a central controller (Vehicle Control Unit, VCU), or an engine control unit (Engine Control Unit, ECU), etc., which are not specifically limited here. The vehicle controller is communicatively connected to various solenoid valves, butterfly valves, pressure sensors, temperature sensors and other devices in the engine compressed air recovery and utilization system 100, and can control the opening and closing states of various solenoid valves and butterfly valves according to the data sent by each sensor, so as to fully recover and utilize the energy of the high-pressure gas discharged by the engine.

[0061] The first exhaust port of the gas storage tank 140 is connected to the air inlet of the cylinder 110 through the first pipe 150, and the first pipe 150 is provided with a first solenoid valve 151. By controlling the opening and closing state of the first solenoid valve 151, it can be selected whether to supply gas to the cylinder 110 of the engine through the high-pressure gas in the gas storage tank 151.

[0062] The exhaust port of the compressor 130 is connected to the air inlet of the cylinder 110 through the second pipe 160, and the second pipe 160 is provided with a first intercooler 161 and a first butterfly valve 162. The first intercooler 161 is used to cool the air pressurized by the compressor 130 so that the temperature thereof decreases before it enters the cylinder 110 of the engine. The first butterfly valve 162 is used to control whether to supply air to the engine through an external air source, and to protect the engine air intake system to prevent the gas released from the air storage tank 140 from backflowing and impacting the compressor 130 due to excessive air pressure.

[0063] The exhaust port of the cylinder 110 is connected to the air inlet of the gas tank 140 through the third pipe 170, that is, one end of the third pipe 170 is connected to the gas tank 140, and the other end can be connected to the junction of the exhaust manifold and the exhaust main pipe of the engine exhaust system. The third pipe 170 is sequentially provided with a first pressure sensor 171, a second intercooler 172, an air filter 173, a second solenoid valve 174 and a second pressure sensor 175. Among them, the first pressure sensor 171 is a gas pressure sensor, which is used to monitor the first pressure of the gas to be recycled before cooling; the second intercooler 172 is used to cool the gas to be recycled; the air filter 173 is used to filter various impurities and harmful emissions in the gas to be recycled; the second solenoid valve 174 is used to control whether the high-pressure gas discharged by the engine is stored in the gas tank for recycling; the second pressure sensor 175 is a gas pressure sensor, which is used to monitor the second pressure of the gas in the third pipe directly entering the gas tank 140 after being filtered by the air filter 173.

[0064] The exhaust port of the cylinder 110 is also connected to the turbine 120 through a fourth pipeline 180, and the fourth pipeline 180 is sequentially provided with a second butterfly valve 181 and a third pressure sensor 182. The second butterfly valve 181 is used to control whether the high-pressure gas discharged from the cylinder 110 is directly discharged to the turbine 120; the third pressure sensor 182 is a gas pressure sensor, which is used to monitor the third pressure of the gas in the fourth pipeline to be directly discharged to the turbine 120.

[0065] Figure 2 Schematic diagram of the structure of the engine compressed air recovery system provided in the embodiment of the present application Figure 2 ,like Figure 2 As shown, this structure Figure 1 Based on the structure, the structure of the engine compressed air recovery and utilization system 100 is further described in detail. Figure 2As shown, the third pipe 170 is also provided with a temperature sensor 176 located between the second intercooler 172 and the air filter 173. The temperature sensor 176 is used to monitor whether the temperature of the gas to be recycled after being cooled by the second intercooler 172 is less than or equal to a preset temperature threshold.

[0066] The first pipe 150 is provided with a connection port, which is used to connect to the high-pressure gas using device 152 of the vehicle. That is, in addition to being provided to the cylinder 110 of the engine, the high-pressure gas in the gas storage tank 140 can also be provided to the high-pressure gas using device 152 of the vehicle. Specifically, the high-pressure gas stored in the gas storage tank 140 can be released and converted into mechanical energy or electrical energy through the connection port as needed when the vehicle performs auxiliary braking or other situations requiring power support, thereby further improving the performance and energy utilization efficiency of the vehicle.

[0067] A third solenoid valve 141 is provided at the second exhaust port of the gas storage tank 140 for releasing the gas in the gas storage tank 140. Specifically, when the second pressure monitored by the second pressure sensor 175 is greater than or equal to a preset third pressure threshold, the vehicle controller can determine that the gas storage tank 140 is over-pressured, and then control the third solenoid valve 141 to open, thereby releasing the pressure of the gas storage tank 140.

[0068] The second pipeline is also provided with a fourth pressure sensor 163. The fourth pressure sensor 163 is a gas pressure sensor, which is used to monitor the intake pressure of the external gas source. When the pressure difference between the intake pressure of the external gas source and the gas to be recovered is less than a preset fourth pressure threshold, the second butterfly valve 174 is partially opened to improve the working efficiency of the turbine 120, thereby increasing the intake pressure of the external gas source.

[0069] A fifth pressure sensor 177 is further provided between the temperature sensor 176 and the air filter 173. The fifth pressure sensor 177 is a gas pressure sensor, and is used to monitor the fifth pressure of the gas in the third pipe before passing through the air filter 173. The use state and / or service life of the air filter 173 is determined according to the second pressure difference between the fifth pressure and the second pressure.

[0070] The engine compressed air recovery and utilization system described in detail above can be used to recover and utilize the energy of the high-pressure gas discharged by the engine. The following embodiments describe in detail how to use the engine compressed air recovery and utilization system to recover and utilize the high-pressure gas discharged by the engine.

[0071] Figure 3 A schematic diagram of a method for recycling compressed air from an engine provided in an embodiment of the present application Figure 1 The method can be applied to vehicle controllers such as Figure 3 As shown, the method includes:

[0072] S301. Obtain a third pressure monitored by a third pressure sensor.

[0073] In the embodiment of the present application, when the vehicle brakes or decelerates and calls the in-cylinder brake or hydraulic retarder, the vehicle controller can recycle the high-pressure gas discharged by the engine through the engine compressed air recycling system provided in the embodiment of the present application. Specifically, the vehicle controller can first control the vehicle to perform a downshift operation and activate the silicone oil fan to increase the engine speed, thereby increasing the pressure of the exhaust system. Then, the third pressure of the gas in the fourth pipeline to be directly discharged to the turbine monitored by the third pressure sensor before the turbine is obtained.

[0074] S302: If the third pressure is greater than or equal to the first pressure threshold, partially close the second butterfly valve, and obtain the first pressure monitored by the first pressure sensor and the second pressure monitored by the second pressure sensor.

[0075] In an embodiment of the present application, the first pressure threshold can be set to 0 (or other preset pressures). If the vehicle controller determines that the third pressure is greater than or equal to 0, the second butterfly valve in front of the turbine can be partially closed to prepare for recovering the high-pressure gas exhausted by the engine.

[0076] Then, a first pressure of the gas to be recycled before cooling monitored by the first pressure sensor and a second pressure of the gas after being filtered by the air filter monitored by the second pressure sensor are obtained.

[0077] S303: If a first pressure difference obtained by subtracting the second pressure from the first pressure is greater than or equal to a second pressure threshold, the second solenoid valve is opened to control the gas exhausted from the cylinder to be stored in the gas storage tank.

[0078] In an embodiment of the present application, the second pressure threshold can be set to 0 (or other preset pressures). If the vehicle controller determines that the first pressure difference between the first pressure and the second pressure is greater than or equal to 0, that is, the first pressure is greater than or equal to the second pressure, the second solenoid valve is opened to control the gas discharged from the cylinder to be stored in the gas tank, thereby recovering the gas.

[0079] In addition, if the vehicle controller determines that the rate of change of the gas pressure monitored by the second pressure sensor over time is less than a preset pressure change rate (such as 2 MPa / s), it can be determined that the gas tank is almost full of gas, and the second solenoid valve can be closed to stop recovering the high-pressure gas exhausted by the engine.

[0080] S304: Obtain the engine fuel injection amount and the current engine smoke limit value.

[0081] In an embodiment of the present application, the vehicle controller can further obtain the engine fuel injection amount and the current smoke limit of the engine to determine whether to provide gas to the engine cylinder through the gas tank.

[0082] S305: If the difference between the engine fuel injection amount and the current smoke limit value of the engine is less than or equal to the preset threshold, the first butterfly valve is partially closed, and the first solenoid valve is opened to allow the gas in the gas storage tank to enter the cylinder.

[0083] In the embodiment of the present application, if the vehicle controller further determines that the difference between the actual fuel injection amount of the engine and the fuel injection amount under the current smoke limit of the engine is less than or equal to a preset threshold value (such as 20 mg / stroke), the first butterfly valve between the compressor and the cylinder is partially closed, and the first solenoid valve between the gas storage tank and the cylinder is opened, so that the high-pressure gas in the gas storage tank is used to supply gas to the engine cylinder. By partially closing the first butterfly valve between the compressor and the cylinder, the engine intake system can be protected to avoid the impact on the compressor caused by the backflow of the gas released from the gas storage tank due to excessive pressure.

[0084] The present embodiment provides a method for recycling compressed air of an engine, the method comprising: obtaining a third pressure monitored by a third pressure sensor; if the third pressure is greater than or equal to a first pressure threshold, partially closing the second butterfly valve, and obtaining a first pressure monitored by the first pressure sensor and a second pressure monitored by the second pressure sensor; if a first pressure difference obtained by subtracting the second pressure from the first pressure is greater than or equal to a second pressure threshold, opening the second solenoid valve to control the gas discharged from the cylinder to be stored in an air storage tank; obtaining the engine fuel injection amount and the current smoke limit of the engine; if the difference between the engine fuel injection amount and the current smoke limit of the engine is less than or equal to a preset threshold, partially closing the first butterfly valve, and opening the first solenoid valve to allow the gas in the air storage tank to enter the cylinder. The following technical effects are achieved: a third pipe for recovering gas is added at the junction of the exhaust manifold and the exhaust main pipe of the engine exhaust system, the other end of the third pipe is connected to the gas storage tank, and the gas storage tank is connected to the air intake of the engine cylinder through the first pipe. Then, the vehicle controller controls the opening and closing states of each solenoid valve and the butterfly valve according to the data sent by each sensor. When the preset conditions are met, the high-pressure gas discharged by the engine is recovered and stored in the gas storage tank, and when the difference between the actual fuel injection amount of the engine and the fuel injection amount under the current smoke limit of the engine is less than or equal to the preset threshold, the high-pressure gas in the gas storage tank is used to supply gas to the engine cylinder, thereby fully recovering and utilizing the energy of the high-pressure gas discharged by the engine; by connecting the gas storage tank with the high-pressure gas using device of the vehicle, the high-pressure gas in the gas storage tank can be provided to the high-pressure gas using device of the vehicle in addition to being provided to the cylinder of the engine, thereby further improving the performance and energy utilization efficiency of the vehicle.

[0085] Figure 4 A schematic diagram of a method for recycling compressed air from an engine provided in an embodiment of the present application Figure 2 In one possible example, Figure 4 As shown, in this embodiment Figure 3 Based on the embodiment, the engine compressed air recovery and utilization method is further described in detail. Figure 4 As shown, the method includes:

[0086] S401. Obtain a third pressure detected by a third pressure sensor.

[0087] S402: If the third pressure is greater than or equal to the first pressure threshold, partially close the second butterfly valve, and obtain the first pressure detected by the first pressure sensor and the second pressure detected by the second pressure sensor.

[0088] S401 - S402 are similar to S301 - S302 and will not be described in detail in this embodiment.

[0089] S403: Obtain the gas temperature monitored by the temperature sensor.

[0090] Specifically, a temperature sensor located between the second intercooler and the air filter is further provided on the third pipeline. When the vehicle controller determines whether to recycle the high-pressure gas discharged by the engine, it can further obtain the gas temperature monitored by the temperature sensor.

[0091] S404: If the first pressure difference is greater than or equal to the second pressure threshold, and the gas temperature is less than or equal to the temperature threshold, open the second solenoid valve.

[0092] Specifically, if the vehicle controller determines that the first pressure difference is greater than or equal to the preset second pressure threshold, and the gas temperature is less than or equal to the preset temperature threshold (such as 80°C), the second solenoid valve is opened to control the gas exhausted from the cylinder to be stored in the gas tank for gas recovery.

[0093] S405: If the first pressure difference is less than the second pressure threshold, and / or the gas temperature is greater than the temperature threshold, close the second solenoid valve.

[0094] Specifically, if the vehicle controller determines that the first pressure difference is less than the second pressure threshold, and / or the gas temperature is greater than the temperature threshold, the second solenoid valve is closed to stop recovering the high-pressure gas exhausted by the engine.

[0095] S406: Obtain a fourth pressure monitored by a fourth pressure sensor.

[0096] Specifically, a fourth pressure sensor is also provided on the second pipeline. After the second solenoid valve is closed, the vehicle controller can further obtain the intake pressure of the external air source monitored by the fourth pressure sensor to determine whether the intake pressure of the external air source needs to be increased.

[0097] S407: If a third pressure difference obtained by subtracting the first pressure from the fourth pressure is less than a fourth pressure threshold, partially open the second butterfly valve.

[0098] In the method in the embodiment of the present application, if the third pressure difference obtained by subtracting the first pressure from the fourth pressure is less than the preset fourth pressure threshold, that is, when the pressure difference between the intake pressure of the external gas source and the gas to be recovered is less than the preset fourth pressure threshold, that is, the first pressure of the gas to be recovered in the third pipeline is too large, the second butterfly valve is partially opened to reduce the first pressure of the gas to be recovered in the third pipeline and improve the working efficiency of the turbine, thereby increasing the intake pressure of the external gas source.

[0099] S408: Obtain the engine fuel injection amount and the current engine smoke limit value.

[0100] S409: If the difference between the engine fuel injection amount and the current smoke limit value of the engine is less than or equal to the preset threshold, the first butterfly valve is partially closed and the first solenoid valve is opened to allow the gas in the gas storage tank to enter the cylinder.

[0101] S408-S409 are similar to S304-S305 and will not be described in detail in this embodiment.

[0102] S410: If the second pressure is greater than or equal to the third pressure threshold, control the third solenoid valve to open to release the gas in the gas storage tank, until the second pressure is less than the third pressure threshold, and then control the third solenoid valve to close.

[0103] Specifically, a third solenoid valve is provided at the second exhaust port of the gas storage tank for releasing the gas in the gas storage tank. When the vehicle controller determines that the second pressure monitored by the second pressure sensor is greater than or equal to a preset third pressure threshold, it can be determined that the gas storage tank is over-pressured, and then the third solenoid valve is controlled to open to release the gas in the gas storage tank and depressurize the gas storage tank until the second pressure is less than the third pressure threshold, and then the third solenoid valve is controlled to close.

[0104] S411 . Obtain a fifth pressure monitored by a fifth pressure sensor, and calculate a second pressure difference between the fifth pressure and the second pressure.

[0105] Specifically, a fifth pressure sensor is further provided between the temperature sensor and the air filter, and the vehicle controller can further obtain a fifth pressure monitored by the fifth pressure sensor, the fifth pressure referring to the gas pressure in the third pipe before passing through the air filter, and calculate a second pressure difference between the fifth pressure and the second pressure.

[0106] S412: Determine the use status and / or service life of the air filter according to the second pressure difference.

[0107] Specifically, the vehicle controller can determine the use status and / or service life of the air filter according to the second pressure difference. Specifically, if the second pressure difference is greater than the preset fifth pressure threshold, it can be determined that the air filter has reached its service life and needs to be replaced in time.

[0108] Further, partially closing the first butterfly valve or partially closing the second butterfly valve in the real-time example of the present application may refer to closing 1% of the first butterfly valve or closing 1% of the second butterfly valve. Partially opening the second butterfly valve may refer to opening 1% of the second butterfly valve.

[0109] An engine compressed air recycling method provided in an embodiment of the present application, by setting a third solenoid valve at the second exhaust port of the air tank, the pressure can be released in time after the air tank is over-pressurized; by setting a fifth pressure sensor between the temperature sensor and the air filter, and then calculating the second pressure difference between the fifth pressure and the second pressure, the use status and / or service life of the air filter can be determined, thereby facilitating timely replacement of the air filter; by setting a temperature sensor between the second intercooler of the third pipeline and the air filter, it can be convenient to judge whether the gas to be recycled has completed cooling.

[0110] An embodiment of the present application also provides a vehicle, comprising the above-mentioned engine compressed air recovery and utilization system.

[0111] Figure 5 This is a schematic diagram of the structure of the vehicle controller provided in the embodiment of the present application. Figure 5 As shown, the vehicle controller includes: at least one processor 510 and a memory 520. The vehicle controller also includes a communication component 530. The processor 510, the memory 520 and the communication component 530 are connected via a bus 540.

[0112] In a specific implementation process, at least one processor 510 executes the computer-executable instructions stored in the memory 520, so that at least one processor 510 executes an engine compressed air recovery and utilization method as executed by the vehicle controller side as above.

[0113] The specific implementation process of the processor 510 can be found in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be repeated here.

[0114] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. A general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in the invention may be directly implemented as being executed by a hardware processor, or may be executed by a combination of hardware and software modules in the processor.

[0115] The memory may include a high-speed RAM memory, and may also include a non-volatile storage NVM, such as at least one disk storage.

[0116] The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of the present application is not limited to only one bus or one type of bus.

[0117] The above-mentioned functions implemented by the vehicle controller and the main control device introduce the solution provided by the embodiment of the present invention. It can be understood that in order to implement the above-mentioned functions, the vehicle controller or the main control device includes a hardware structure and / or software module corresponding to the execution of each function. In combination with the units and algorithm steps of each example described in the embodiment disclosed in the embodiment of the present invention, the embodiment of the present invention can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the technical solution of the embodiment of the present invention.

[0118] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present application is obviously not limited to these specific embodiments, and the above embodiments are only used to illustrate the technical solution of the present application rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. An engine compressed air recovery and utilization system, characterized in that: include: Cylinders, turbines, compressors, gas tanks; The first exhaust port of the gas storage tank is connected to the air inlet of the cylinder through a first pipeline, and the first pipeline is provided with a first solenoid valve; The exhaust port of the compressor is connected to the air inlet of the cylinder through a second pipeline, and the second pipeline is provided with a first intercooler and a first butterfly valve; The exhaust port of the cylinder is connected to the air inlet of the air storage tank through a third pipe, and the third pipe is sequentially provided with a first pressure sensor, a second intercooler, an air filter, a second solenoid valve and a second pressure sensor; The exhaust port of the cylinder is also connected to the turbine through a fourth pipeline, and a second butterfly valve and a third pressure sensor are sequentially arranged on the fourth pipeline.

2. The system according to claim 1, characterized in that The third pipe is also provided with a temperature sensor located between the second intercooler and the air filter.

3. The system according to claim 1, characterized in that The first pipeline is provided with a connection port, and the connection port is used to be connected to a high-pressure gas using device of a vehicle.

4. The system according to claim 1, characterized in that A third solenoid valve is provided at the second exhaust port of the gas storage tank for releasing the gas in the gas storage tank.

5. The system according to claim 1, characterized in that A fourth pressure sensor is also arranged on the second pipeline.

6. The system according to claim 2, characterized in that A fifth pressure sensor is further arranged between the temperature sensor and the air filter.

7. A method for recycling engine compressed air, characterized in that: Applied to the system of claim 1, the method comprises: Acquiring a third pressure monitored by the third pressure sensor; If the third pressure is greater than or equal to the first pressure threshold, partially close the second butterfly valve, and obtain the first pressure monitored by the first pressure sensor and the second pressure monitored by the second pressure sensor; If a first pressure difference obtained by subtracting the second pressure from the first pressure is greater than or equal to a second pressure threshold, the second solenoid valve is opened to control the gas exhausted from the cylinder to be stored in the gas storage tank; Obtain the engine fuel injection amount and the current engine smoke limit; If the difference between the engine fuel injection amount and the current smoke limit value of the engine is less than or equal to a preset threshold, the first butterfly valve is partially closed and the first solenoid valve is opened to allow the gas in the gas tank to enter the cylinder.

8. The method according to claim 7, characterized in that The third pipe is also provided with a temperature sensor located between the second intercooler and the air filter; if a first pressure difference of the first pressure minus the second pressure is greater than or equal to a second pressure threshold, the second solenoid valve is opened, comprising: Acquiring the gas temperature monitored by the temperature sensor; If the first pressure difference is greater than or equal to a second pressure threshold, and the gas temperature is less than or equal to a temperature threshold, the second solenoid valve is opened.

9. The method according to claim 8, characterized in that The method further comprises: If the first pressure difference is less than the second pressure threshold, and / or the gas temperature is greater than the temperature threshold, the second solenoid valve is closed.

10. The method according to claim 8 or 9, characterized in that: A fifth pressure sensor is further provided between the temperature sensor and the air filter, and the method further comprises: acquiring a fifth pressure monitored by the fifth pressure sensor, and calculating a second pressure difference between the fifth pressure and the second pressure; The use status and / or service life of the air filter is determined according to the second pressure difference.

11. The method according to claim 10, characterized in that A third solenoid valve is provided at the second exhaust port of the gas storage tank for releasing the gas in the gas storage tank. The method further includes: If the second pressure is greater than or equal to a third pressure threshold, the third solenoid valve is controlled to open to release the gas in the gas storage tank, until the second pressure is less than the third pressure threshold, the third solenoid valve is controlled to close.

12. The method according to claim 11, characterized in that A fourth pressure sensor is also provided on the second pipeline, and the method further comprises: obtaining a fourth pressure monitored by a fourth pressure sensor; If a third pressure difference obtained by subtracting the first pressure from the fourth pressure is less than a fourth pressure threshold, the second butterfly valve is partially opened.

13. A vehicle, characterized in that: A system comprising any one of claims 1 to 6.

14. A vehicle controller, characterized in that: include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory to implement the method according to any one of claims 7 to 12.

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